Gearing for motor-vehicles.



N0. 826,365. PATENTED JULY 17, 19061 G. SCHMIDT. I

GEARING FOR MOTOR VEHICLES.

APPLIUATIoN FILED JUNE 2z, 190s. 2 SHEETS-SHEET 1.

@wm-WMM 1' 23%@ I PATENTED JULY 17, 1906.

c. SCHMIDT.

GBABING POR MOTOR VEHICLES. l

APPLICATION FILED JUNE 22, 1903. y

, SHEETS-SHEET 2.

llillllllllll unil i UNITED' sTATEs PATENT OFFICE.

CHARLES S( ll-{Mll)'l`, OF WARREN, OHIO, ASSIGNOR TO THE PACKARD MOTOR CAR COMPANY, OF WARREN, OHIO, A CORPORATION OF YVEST VIRGINIA.

fel-:Asme Fon MOTORNEHICLES.

No. szes.

Patented July 17, 1908.

. .To all whom it may concern:

The invention will be described in connection with the accompanying drawings, in

Which- Figure 1 is a central vertical section through: the vgearing and the middle of the rear axle, being taken about on the lineA' A ears the said shell ow shafts or hubs 6,

of Fi 2. Fig. l1a illustrates the op osite end o the connecting-shaftzshown in ig. 1v. Fig. 2 is a horizontal section taken about on the line B B of Fig. 1. Fig. 3isa section about on-the line C C of Fig. 1. Fi 4 is a section about on the line D D of ig. 3.' Figs. 5 and 6 are views of the universal joint shown inFi .land 1. l'

Re erring to the drawings, 1 indicatesv the .two sections of the rear axle, 2 2 the bevelgears which drive the rear axle, and 3 the equalizing-gears. The e utilizing-gears are driven .by a. largebeve -gear 4, which is.

mounted upon a spherical shell or casing 5, surrounding andsupporting the equalizingeinglprovided with holwhic' surround the rearaxle sections and which are provided with hardened annular bearings 718 of rectangular cross-section. The bearing 7, which is at the back of the gear 4, receives the greater thrust, .and to resist' the thrust and strain it is provided with 4three sets of balls running in three sep'larate ball-races. As shown, two' of these ba -races'are in a hardened'rin 9 and the .third'ballrace in a hardened ring 10. Two of the sets of balls bear on flat faces 'of the bearin s '7 andthe other set runs in the angle of t e bearing. The'end thrust and .the lateral strainupon the hollow shaft 6 are' each thus transmitted to two sets of ball- The bearing, on the forward or earmgs. 5oface si e of gear 4 has a single series of balls between two a Thegea'r 4'is driven y a correspon bevel-gear 12, which is rigidly connected to fa ar rings'8 and 11.

sleeve consisting of a tubular extension or .hub of a driving-gear 13, the said hub being arranged to revolve freely upon the mainan annular groove 19, which -is engaged by a yoke 20, carried by a sleeve 21.

The sleeve 21 is mounted u on a short rock-shaft 22 and may be shifted engthwise of said shaft by a lever 23 and suitable connections to the controlling-lever of the motor-vehicle. The gear 18 is adapted to mesh with internal teeth on the gear 13, thus directly connecting sa'id gear 13 with the main gear-shaft l14, in which case the vehicle `is driven 'directly from the vengine without the aid of any transmissioncaring, giving a high speed with a minimum riction and loss of power.

aft 14. Said gear 12 is therefore ro- As shown in Fig. 1, the gear 18 is not in mesh with any other gear and the engine is thus disconnected from the drivin -wheela This is the intermediate osition oV the Gear 18. When the gear 18iss iftedforward rom the position vshown in Fi 1, it engages a gear 24, whichrotat'es on ha -bearings on a nonrotating counter-shaft 25. The ear 24 is rigidly connected to or integral wit a smaller gear 26, which is ada ted to intermeshv with the gear 13. When t e gears 24 26 are in the' position shown in Fig. 1`and ear 18 is in mesh with gear 24, the vehicle-Wil be operated at a reduced forward s d. When ear 18 is en- .ga-ged with the internal teeth o gear 13, the

y a forward movement o the shaft 23, suitable connections being rovided for this plurpose. This prevents tie gears 24 26 ar- 28 is engaela1B 1engaged with gears 18 and 24.-,V rotation n of gears' 24, 26, and-.13A and 0f the dnvmggear 26 is preferably disengaged from gear 13 i IOO wheels is thus reversed, the vehicle being given a slow backward movement. The shaft l 22 is provided with an 4operating-lever 29,

which is suitably connectedto the controlling mechanism of the vehicle.

All of the gears previously described are inclosed in a two-part casing 30, which casing is supported from the rear axle and in turn supportsl the gearing. The ball-races 9, 10, and 11 ai'e seated in the casing, and the axles ande uiliziiig-gears are thus supported'. The hub o gear 13 is provided with ball-races and two series of balls running` on an annular bearing 31, which is supported on an inwardly-projecting flange 32, inte ral with the casing. lt will be noted that t ie flange 32 forms a partition which divides the casing 30 into two compartments, one compartment containing the variable-speed gears and the other compartment containing the difierential gear and its driving-gears. The sleeve which carries the gears 12 and 13 has its bearingl rigidly supported in this artition. The flange or partition 32 strengt iens the casing and forms an excellent support for the variable-speed gears. rlhe bearing 31 also supports the main gear-shaft 14, which turns in tlie'liub of gear 13. The gear 12 is preferably provided witli a ball-race 33, containing a series of balls which run on a flange of the bearing 31 and take the backward thrust of the gear. The gears 24 26 run on balls which encircle adjustable bearings 34, mounted on the sliding shaft 25. y The forward end I inv-wheels.

of the shaft 14 is provided with' a hardened ring 35, which travels on ball-bearings 36, mounted in the forward end of the casin U on the forward end of shaft 14 is rigidr fixe a brake-,wheel 37, to which a brake may be applied by any suitable means. lin the center of the hub 37l1 of Wheel 3'? is a rectangular recess forming one part oi the universal joint' between a shaft 33 and shalt 14. The inner end ci shaft 3S is rovided with trunnions 39, upon which are ardened-steel rollers 40. The rollers are substantially of the sanie diameter as the width of the recess, and the trunnions 39 are curved and loosely it the ends of the recess. The opposite end of the shaft-section 38 is rovide with similar hardened rollers 4 1, tting a similar rectangular recess 4 2 in ahub 439 on the end of the. engine or power-shaft 43. The recess in hub 43a is closed at its ends by a sleeve 43h, and the front of the recess may be closed by a flexible cover 43. This construction of rectangular recesses and rollers 40 and 41 has been found to form a very simple and efficient-universal 'oint and is especially adapted 'for the ilexi le connection necessary to transmit power from the engine to the drivt will be seen that this invention provides for locating all .of the transmission-gearing in xed relation to the equaliz'mg-gear and the and internal teeth,

' @eases the rear axle avoids the necessity' of transmitting the heavy strains in climbing hills at slow speeds through a long line of shafting. The said strains are practically not'transmitted through any shafting, but directly from the reducing-gears to the real' axles. The compact construction described is also light and economical as compared with other forms of gearing.

Having described my invention, what I claim, and desire to secure by Letters Patent, 1S*

1. ln a motor-vehicle, the combination with a easing, of equalizing-gears mounted in bearings in said casing, axle-sections connected with said equalizing-gears, a pair el' bevelfgears 4, 12 for operating the equalizinggears, the gear 12 having a-bearing inv said easing, and variable-speed gears in said easing for operating` the gear 12 at different speeds.

2. ln a motor-vehicle, the combinationv with a casing, of equalizing- Years havin hubrnoiinted in bearings in sai( casing, ax e-sections connected with said gears and extending through said hubs, bevel-gears 4, 12, for

operating the equalizing-gears, the gear l2' havin-g 'a bearing in an internal lian re of said easing, relatively shiftable varia le-speed gears .mounted in said easing, and means for shifting said gears and'driving the same to impart different speeds to thiaxle-sections.

3. in a motor-vehicle, the combination with a common casing of rear axle-bearings and diiierential gears within the casing, a sleeve having a bearin i' in the casing, a driving-gear 13 and a beve ed gear 12 rigidly connected with said sleeve, said gear'12 being` arra ed to drive the differential gears, a shaft llnaving bearings in said sleeve and in casing res ectively, and means lor driving the said si) speeds.,

4. In a motor-vehicle, the combination with a main gearsshait and a counter-shaft and suitable speed-gears thereon, of a sliding gear on the said main shaft, a rock-shaft, a

backing-wear carried by an arm of theroclrshaft, a s ceve sliding on said rock-shalt and an arm on said sleeve engaging said sliding gear.

5; ln 'a motor-vehicle, the combination with the rear axle, the equalizing-gears and Y all o said gears and said clutch. 6. In a motor-vehicle, the combinatlln'rof the main gear-shaft 14, the gear 13 free to rotate thereon and rovided with external t e'gear 12 rigidly coneeve from said shaiit at different ISO nected with the gear 13, the differential gears driven from the gear 12,-the gear 18 turning with and sliding on saidl ear-shaft, the counter-'shaft' having gears adapted -to mesh with said gears 13 and 18, and means for slid- 'ingthe gear 18 on its shaft, for the purpose set forth.

, the `I iiain ear 18 turning with for t e purpose set forth.

having a bearing y the transmission-gears 4, 12,v

gear 13, W

v 8. I n a motor-vehicle, the combination with the rear axle, the equalizln'g-gears and the transmission-gears y4, 12, of a power-shaft coaxial with the bearing of the (gear 12, said gear and shaft being indepen ent, a clutch for connecting the powershaft directly to the gcar 12, a gear 13 rigidly connected With the gear 12 and gearing for connectin the power-shaft indirectly to the gear 13 w ereby the gear 12 may be driven atdierent speeds. v

9. In a motor-vehicle, the combination 'with the rear axle the equalizi -gears and o a power-4 coaxial 'with the bearing1 of the gear 12, Said gear and shaft being in ependeiit, a clutch for connecting the power-shaft directly t9 the gear 12, a gear 13 rigidlyeonnected with the ear 12 gearing for connectin the power-sh t indirectly tothe ghereby the ear I2 may be driven at different speeds, an a common cas' closv shafthaving a bearing In.- all of said gears and said clutch.

10. n a motor-vehicle, the combinationl t, the |counter-shaft with a easing having a transverse internal `ange, of variable-speed gears arra ed in' the compartment on one side of said ange, equalizing-gears in the compartment upon the opiposite' side of said lange, and a part exten ing. through and having a bearing in said flange for transmitting movement'f'iom the variable-*speed gears to the equalizinggears.

.11. In a motor-vehicle, the combination with the casing havin a transverse internal ange, of a pair of rigi ly-connected gears arranged on'opposite sides of said flange and having an intermediate bearing in said flange, varable-speed'geaisv and a reverseear in the compartment on one side of said ange and adapted to drive one of said pairs of gears, and equalizing-gears in the comartment upon the opposite side of said ange and a apted to be driven by the other of said pairs or gears.

12. In a motor-vehicle, the combination With an inclosed casing having a transverselyvarranged bearing, a pair of gears carried by said ea'rinv and arranged respectively on opposite sides thereof, variable-speed gears and a reverse-gear within the casing at one side of said bearing and adapted tb o erate one of said pairs of gears, and equa izinggears Within the casin upon the opposite side of said bearing an adapted to be operated hy the other of said pair of gears, the equalizingg 1 s msai casing.

n testimony whereof I have signed my name to this specification'in'the presence of two subscribing Witnesses.

CHARLES SCHMIDT. Witnesses:

RUSSELL HUFF, H'. V. BATOHELLER.

ears being also supported in beary 

